26 Fire Protection

A330
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3)
(RR Trent 700)
FIRE PROTECTION
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
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Please consider your environmental responsability before printing this document.
FIRE PROTECTION
Fire Protection Line Maintenance Briefing (2) . . . . . . . . . . . . . . . . . . 2
ENGINE FIRE PROTECTION
Engine Fire Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
APU FIRE PROTECTION
APU Fire Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
CABIN AND LAVATORY FIRE PROTECTION
Cabin & Lavatories Fire Protection D/O (3) . . . . . . . . . . . . . . . . . . . 48
CARGO FIRE PROTECTION
Cargo Fire Protection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
AVIONICS SMOKE DETECTION
Avionics Smoke Detection D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 76
MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) (RR Trent
700)
26 - FIRE PROTECTION
TABLE OF CONTENTS Sep 02, 2009
Page 1
A330 TECHNICAL TRAINING MANUAL
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FIRE PROTECTION LINE MAINTENANCE BRIEFING (2)
SYSTEM OVERVIEW
The engine and APU fire protection is fulfilled by two sub-systems: the
fire detection system and the fire extinguishing system.
ENGINE FIRE PROTECTION
Engine fire protection is done by two systems: the fire detection system
and the fire extinguishing system. The engine Fire Detection Unit
(FDU) monitors two engine detector loops. Each loop has detector
elements located in critical engine areas and connected in parallel.
Each engine type has a unique configuration of detector element
locations. Warnings are generated according to an AND logic (both
loops detect a FIRE). There are two fire bottles located in the engine
pylon for engine FIRE extinguishing. The engine fire protection system
gives aural and visual indications for FIRE and FAULT conditions.
700)
FIRE PROTECTION LINE MAINTENANCE BRIEFING (2) Aug 31, 2009
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SYSTEM OVERVIEW - ENGINE FIRE PROTECTION
700)
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SYSTEM OVERVIEW (continued)
APU FIRE PROTECTION
The APU fire protection is done by two systems: the fire detection
system and the fire extinguishing system. The APU Fire Detection
Unit (FDU) monitors two detector loops. Each loop has a detector
element located in the APU compartment. Warnings are generated
according to an AND logic (both loops detect a FIRE). There is one
fire bottle located in the aft fuselage for APU FIRE extinguishing.
The APU fire can be extinguished manually or automatically.
The APU fire protection system gives aural and visual indications for
FIRE and FAULT conditions. In case of a FIRE when the A/C is on
the ground, the Automatic Fire Extinguishing Control Unit (AFECU)
initiates an auto shutdown of the APU and discharges the extinguishing
bottle.
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SYSTEM OVERVIEW - APU FIRE PROTECTION
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AVIONICS COMPARTMENT SMOKE DETECTION
The avionics compartment smoke detection is done by two smoke
detectors installed on the air extraction duct of the ventilation system.
The detectors send signals via a dual loop to the Smoke Detection
Control Unit (SDCU). The SDCU gives aural and visual indications
in SMOKE and FAULT conditions.
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SYSTEM OVERVIEW - AVIONICS COMPARTMENT SMOKE DETECTION
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CARGO COMPARTMENTS SMOKE PROTECTION
Each cargo compartment has cavities:
- 2 cavities in the FWD cargo compartment,
- 2 cavities in the AFT cargo compartment,
- 1 cavity in the BULK cargo compartment.
Each cavity holds 2 smoke detectors and a fire-extinguishing nozzle.
The cargo compartments smoke protection is done by two systems:
the cargo smoke detection system and the cargo fire extinguishing
system. The Smoke detectors are optical type. The smoke detectors
are connected to the SCDU via loop A and loop B.
When the SDCU confirms smoke detection, it triggers warnings in
the cockpit:
- a Continuous Repetitive Chime (CRC), a MASTER WARNing and
an EWD fault message through the Flight Warning Computer (FWC).
- on the CARGO SMOKE control panel.
When smoke is detected, isolation valves optionally installed in the
affected compartment will automatically close and the extraction fan
will stop.
Two fire extinguisher bottles located in the forward cargo compartment
are also used for fire extinguishing in the Lower Deck Cargo
Compartments (LDCCs). Each bottle has two discharge heads, one
dedicated for the forward cargo compartment and one for the
AFT/BULK cargo compartment. The extinguishing agent flows
through rigid pipes and is discharged through the extinguisher nozzles
in the forward, aft or bulk compartment.
The fire extinguisher bottles are discharged from the cockpit by the
CARGO SMOKE panel AGENT pushbuttons.
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SYSTEM OVERVIEW - CARGO COMPARTMENTS SMOKE PROTECTION
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LAVATORY SMOKE DETECTION AND FIRE
EXTINGUISHING
The lavatory smoke detection system and the waste bin fire
extinguishing system fulfill the lavatory fire protection. The system
is monitored by the SDCU, which sends signals to the FWC, and to
the Cabin Intercommunication and Data System (CIDS). The SDCU,
the FWC, and the CIDS give aural and visual warning indications in
the cockpit and in the cabin in SMOKE and FAULT conditions.
Each lavatory has a single smoke detector located in the air extraction
duct in the lavatory ceiling. A fire extinguisher bottle is installed above
the waste bin in each lavatory. If a fire starts in the waste bin the fire
extinguisher discharges automatically. Portable fire extinguishers are
located throughout the cabin and cockpit.
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SYSTEM OVERVIEW - LAVATORY SMOKE DETECTION AND FIRE EXTINGUISHING
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DAILY CHECKS
The ENGINE and APU FIRE tests must be done prior to start.
Press and hold the TEST pushbutton on the ENGine or APU fire panel.
The test will trigger all of the FIRE warnings in the cockpit.
During the engine fire test:
- ENG FIRE lights on the overhead panel come on,
- FIRE lights on the ENGINE START panel come on,
- both SQUIB lights come on for each engine,
- both DISCHarge lights come on for each engine,
- both red MASTER WARNing lights come on, on the glare shield panel,
- CRC sounds,
- engine FIRE procedure displayed on the upper ECAM DU,
- ENGINE page displayed on the lower ECAM DU.
During the APU fire test:
- FIRE light on the overhead panel comes on,
- SQUIB light comes on,
- DISCH light comes on,
- both red MASTER WARN lights come on, on the glare shield panel,
- continuous chime sounds,
- APU FIRE procedure is displayed on the upper ECAM DU,
- APU page is displayed on the lower ECAM DU.
The APU fire bottle is located forward of the APU firewall. Prior to
starting the APU, the bottle pressure may be checked by means of the
red disk located on the rear fuselage on the lower left hand side. The red
disk is connected to an overpressure discharge tube. If the bottle pressure
becomes excessive, the bottle will discharge to protect the structure and
the red disk will blow out.
The cargo compartments should be checked for integrity. Any damage
to the cargo compartment ceiling or sidewall liner should be repaired
immediately. If the compartment is ventilated, the ventilation isolation
valves are automatically closed when smoke is detected. A hole in the
liner could induce airflow through the compartment, compromising the
fire protection of the compartments. If the compartment is not ventilated,
no airflow is permitted.
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DAILY CHECKS
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DAILY CHECKS
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This Page Intentionally Left Blank
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MEL/DEACTIVATION
Dispatch procedures
LAVATORY SMOKE DETECTION
Each lavatory has a single detector. If this detector fails, the aircraft
may be dispatched with the lavatory locked closed and the waste bin
empty. Periodic smoke checks should also be done by the cabin staff.
To lock the lavatory, lift the "LAVATORY" cover plate on the outside
of the door and slide the unlocking pin to the LOCK position.
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MEL/DEACTIVATION - LAVATORY SMOKE DETECTION
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MEL/DEACTIVATION (continued)
APU FIRE EXTINGUISHER OVERPRESSURE
INDICATION (RED DISK) MISSING
The aircraft may be dispatched as per the MEL with the APU fire
extinguisher bottle overpressure indication missing. The conditions
for dispatch include testing the SQUIB integrity and checking the
extinguisher bottle pressure switch before the first flight of the day.
The following procedure is:
- do the APU FIRE test,
- get access to the APU extinguisher bottle and make sure that
communications with the cockpit is established,
- insert a 3/32" Allen-key into the pressure switch test socket and turn,
- in the cockpit, the DISCH light comes on, on the APU AGENT
pushbutton on the APU FIRE panel,
- close up.
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MEL/DEACTIVATION - APU FIRE EXTINGUISHER OVERPRESSURE INDICATION (RED DISK) MISSING
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MAINTENANCE TIPS
If an APU fire is detected when the aircraft is on the ground, the AFECU
operates the APU fire extinguishing system automatically. The AFECU
can be tested on ground via the MCDU. However this test must be
performed while the APU is NOT running, otherwise this test will lead
to APU emergency shutdown, without fire extinguisher discharge. This
test is initiated by selecting the System Report/Test/FIRE PROT,
ENG/APU menu and then selecting the APU AFE/TEST key.
One squib of each engine fire bottle and one squib of the APU fire bottle
are supplied by 28V DC from a HOT bus. When doing maintenance task
with the FIRE P/B released out, make sure to pull all squib C/Bs (4 for
the Engine / 2 for the APU) to protect against accidental extinguisher
bottle discharge. If the C/Bs are not pulled, the engine or APU fire bottle
may be discharged even without power on the aircraft.
When you push the TEST P/B on the CARGO SMOKE panel for
approximately 2 s, the SDCU starts a test of the smoke detectors installed
in the cargo and avionic compartments. It is highly recommended to
launch this PTT test only after the SDCU power-up test has been
completed in order to avoid the interruption of the test or a failure of this
test. Therefore, wait at least 4 minutes after SDCU power-up before doing
any PTT test on the CARGO SMOKE panel.
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MAINTENANCE TIPS
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ENGINE FIRE PROTECTION D/O (3)
ENGINE FIRE PROTECTION DESCRIPTION
DETECTORS
The fire detectors are installed in pair on pre-formed, stainless steel
supports on the engine. The fire detection system is of the
electro-pneumatic type.
Each fire detector is made up of a sensing element, and a responder
assembly. The detector is pneumatically operated by heating its sensing
element, which contains helium gas and a hydrogen-charged titanium
core material. The sensing element reacts according to the ideal gas
law. One end of the sensing element is hermetically soldered and the
other one is connected to a stainless steel body called responder. This
body contains a chamber connected to two pressure switches: an
ALARM switch and a MONITOR switch (or INTEGRITY switch).
In normal state, the MONITOR switch is closed and the ALARM
switch is open.
In alarm state: the effect of an average temperature expands the inert
gas (helium) which in turn closes the ALARM switch, or the effect
of heat caused by impinging flame or hot gas, releases active gas from
the hybrid core which in turn closes the ALARM switch. In both cases
the detector sends a fire signal.
In fault state: in the event of gas pressure loss (pipe fracture or cut off
due to a torching flame), the INTEGRITY switch opens and generates
a fault signal.
700)
ENGINE FIRE PROTECTION D/O (3) Aug 31, 2009
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ENGINE FIRE PROTECTION DESCRIPTION - DETECTORS
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ENGINE FIRE PROTECTION DESCRIPTION - DETECTORS
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ENGINE FIRE PROTECTION DESCRIPTION (continued)
LOOPS
The fire detectors are installed in pairs (loop A/loop B). Each fire
detection loop comprises the five fire detectors connected in parallel.
On each engine, there are two continuous loops for fire detection. The
loops are connected in parallel to the Fire Detection Unit (FDU).
Each fire detection loop is connected to a separate channel of the FDU
and processes signals from the detectors.
The connection is made through an AND logic to avoid spurious fire
warnings. In case of failure of one loop, the AND logic becomes an
OR logic. The A/C can be released in this configuration.
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ENGINE FIRE PROTECTION DESCRIPTION - LOOPS
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BOTTLE
The distribution system for each engine includes two fire extinguisher
bottles, pipes and nozzles. The fire extinguishing distribution system
is routed from the fire extinguisher bottles located in each engine
pylon to the zone 1 (accessory compartment), zone 2 (FWD
compressor compartment), zone 3 (core compartment).
The fire extinguisher bottle is of the high-rate discharge type and is
made up of:
- a spherical container which contains an extinguishing agent (Halon
1301),
- a discharge head,
- a cartridge.
On the spherical container there are a pressure switch, a filling fitting
and two outlet ports and frangible discs.
The pressure switch monitors the fire extinguisher bottle (discharge
or leakage). It is electrically connected to the FDU which generates
a discharge signal to the DISCH legend on the ENGine/FIRE control
panel. The pressure switch installed on the fire extinguisher bottle can
be tested manually.
The filling fitting assemblies are used to fill the fire extinguisher bottle.
The frangible disc installed on the outlet port is ruptured when the
cartridge is fired. The fire extinguishing agent is then discharged via
the discharge head in the fire extinguishing distribution system. A
strainer retains the fragments from the diaphragm. The frangible disc
also operates as an overpressure device in case of excessive pressure
in the fire extinguisher bottle.
The cartridge is installed on the discharge head and contains explosive
powder. The powder is fired by two filaments supplied with 28 VDC.
Each filament is connected to a ground wire and can supply the
electrical power necessary for the firing, if the other filament fails.
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ENGINE FIRE PROTECTION DESCRIPTION - BOTTLE
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FDU (FIRE DETECTION UNIT)
The FDU processes the signals generated by the responder of the
detectors. The FDU has three functional modules:
- two independent channels which have their own power supply (1
channel for each detection loop),
- one monitoring microcontroller circuitry (for maintenance purpose
only).
The two channels, A and B, normally operate together, with an AND
logic. The two channels are identical and, if one loop is inoperative,
each one can operate independently. The input signals of each channel
are a variable loop resistance made of the five detectors in parallel
and a reference voltage. The equivalent resistance varies when a
change of state occurs in the monitored areas of the engine. The
reference voltage is sent to an FDU logic. This FDU logic is sent to
the FIRE and FAULT logic gate. These logic gates generate the alarm
outputs. The output signals are generated via discrete signals and/or
the ARINC 429 bus.
After the analysis of the input signals, the FDU logic outputs determine
a FIRE or a FAULT state of the circuitry. A FAULT state of the
circuitry can be due to an unserviceable detector (opening of a
MONITOR switch or loss of the electrical signal) or if the responder
or the connectors of the FDU is contaminated. A FAULT state of the
circuitry generates a LOOP A(B) INOP signal. A FIRE state of the
circuitry can be due to a detection of a fire by one of the responders.
There is a FIRE warning signal if any of the following conditions are
met:
- FIRE A and FIRE B,
- FIRE A and FAULT B,
- FAULT A and FIRE B,
- FAULT A and FAULT B in less than 5 seconds.
The FIRE warning signals, thus generated, are transmitted to the
cockpit, at the following locations:
- ENGine/FIRE control panel: ENGine/FIRE P/BSW,
- ENGine MASTER control panel: ENGine/FIRE/FAULT annunciator,
- MASTER WARNing light
- EWD,
- SD,
- Continuous Repetitive Chime (CRC).
There is a FAULT warning signal (INOP signal) if any of the
following conditions occurs:
- LOOP A(B) is faulty for more than 20 seconds while the other loop
is in normal condition (because of an electrical failure, a failure in a
detector or a failure in a detection circuit). The FAULT message, thus
generated, is transmitted to the cockpit on the EWD,
- LOOP A and LOOP B are FAULTy, the first one more than 5
seconds before the other one.
The FAULT warning signals thus generated are transmitted to the
cockpit, at the following locations:
- MASTER CAUTion light
- EWD,
- Single Chime (SC).
The FAULT message is transmitted continuously via the ARINC 429
bus to the CMC and the FIRE and the FAULT warnings are generated
via discrete signals.
The microcontroller operating software:
- monitors the two detection loops,
- isolates the failed detector and loop circuit and memorizes the
failures,
- checks the fire test circuitry when it is activated,
- does the self-test at the power-up of the FDU,
- does the built-in test and transmits the test results on the ARINC
429 bus,
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- continuously transmits a system status message to the CMC via the
ARINC 429 bus,
- supplies a serial bus interface and commands and transmits data.
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ENGINE FIRE PROTECTION DESCRIPTION - FDU (FIRE DETECTION UNIT)
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SYSTEM OPERATION IN CASE OF FIRE ON GROUND
When a fire is detected, the continuous repetitive chime sounds, the
MASTER WARNing flashes, the ENGINE FIRE PUSHbutton light
comes on and the FIRE light on the ENGINE MASTER panel comes on.
When the MASTER lever is set to OFF, the LP fuel valve and the High
Pressure (HP) fuel valve close and cause engine shutdown.
When the ENGINE FIRE PUSHbutton is released out, the CRC stops
and the SC sounds and the MASTER CAUTion comes on due to
deactivation of systems. The fuel LP valve closure is confirmed. The
SQUIB lights on the AGENT P/Bs come on to indicate that the AGENT
P/Bs can be used.
When the AGENT 1 P/B is pressed, fire bottle one is discharged in the
engine compartment and the DISCHarge light comes on. The same action
with the AGENT 2 P/B must be done.
When the fire is extinguished, the ENGINE FIRE PUSHbutton light and
the MASTER WARNing light go off and the FIRE indication on the
ENGINE MASTER panel goes off.
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SYSTEM OPERATION IN CASE OF FIRE IN FLIGHT
When a fire is detected, the CRC sounds, the MASTER WARNing
flashes, the ENGINE FIRE PUSHbutton light comes on, and the FIRE
light on the ENGINE MASTER panel comes on.
When the ENGINE 1 MASTER lever is set to OFF, the fuel LP and HP
valves close and cause engine shutdown.
When the ENGINE FIRE PUSHbutton is released out, the CRC stops,
the single chime sounds and the MASTER CAUTion light comes on due
to deactivation of systems.
The fuel LP valve closure is confirmed and the SQUIB lights on the
AGENT P/Bs come on to indicate that the AGENT P/Bs can be used.
Wait for ten seconds: this is required to reach engine windmilling,
reducing the nacelle ventilation which increases the agent effect.
When the AGENT 1 P/B is pressed, the fire bottle 1 is discharged in the
engine compartment and the DISCH light comes on. If the fire still persists
after 30 seconds, the second bottle must be discharged. When the fire is
extinguished the ENGINE FIRE PUSHbutton light, the MASTER
WARNing and the FIRE indication on the ENGINE MASTER panel go
off.
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APU FIRE PROTECTION D/O (3)
SYSTEM OPERATION IN CASE OF APU FIRE
This topic identifies the APU fire warnings and describes the subsystems
of the fire extinguishing procedure in flight and on ground.
ON GROUND
The A/C is on ground and the APU is running. When a fire is detected,
the Continuous Repetitive Chime (CRC) sounds, the MASTER
WARNing flashes and the APU FIRE P/B light comes on, on the APU
FIRE panel. The APU FIRE light on the external power panel comes
on and the external horn sounds.
The Automatic Fire Extinguishing Control Unit (AFECU) starts the
extinguishing sequence. The Electronic Control Box (ECB) receives
a signal and activates an APU shutdown. The fuel solenoid valve and
the fuel LP shut-off valve close and the APU shuts down. The CRC
stops. The Single Chime (SC) sounds, the MASTER CAUTion and
the FAULT light on the APU MASTER SWitch P/B come on.
The cartridge of the extinguisher is activated. The APU fire bottle is
discharged automatically and the DISCHarge light on the AGENT
P/B comes on.
When the fire is extinguished, the MASTER WARN, the APU FIRE
P/B light on the APU FIRE panel and the APU FIRE light on the
external power panel go off.
NOTE: Note that it is not necessary to use the APU SHUT OFF
switch on the external power panel in case of an APU fire
auto extinguishing.
IN FLIGHT
The APU is running in flight. When a fire is detected the CRC sounds,
the MASTER WARN flashes and the APU FIRE P/B light on the
APU FIRE panel comes on. The APU FIRE P/B can be used. When
the APU FIRE P/B is released out, the CRC stops, the fuel solenoid
valve and the fuel LP shut-off valve close and cause an APU shutdown.
The SC sounds, the MASTER CAUT and the FAULT light on the
APU MASTER SW P/B come on. The SQUIB light comes on to
indicate that the AGENT P/B can be used.
A ten-second delay allows the airflow to reduce. This increases the
agent effect. When the AGENT P/B is pressed, the fire bottle is
discharged in the APU compartment and the DISCH light comes on.
When the fire is extinguished, the MASTER WARN and the APU
FIRE P/B lights go off. The APU MASTER SW P/B can be used.
When the APU MASTER SW P/B is released out, the FAULT light
goes off.
CAUTION: Do not attempt to restart the APU.
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SYSTEM OPERATION IN CASE OF APU FIRE - ON GROUND & IN FLIGHT
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APU FIRE PROTECTION D/O (3)
SYSTEM INTERFACES
This topic identifies and describes the interfaces on the APU FDU and
the AFECU.
GENERAL
The FDU is designed as dual channel equipment.
FDU DISCRETE INPUTS
The FDU receives a flight/ground signal discrete input. This input
comes from Landing Gear Control and Interface Units (LGCIUs) 1
and 2 and is used for testing by the Central Maintenance Computer
(CMC). The FDU receives two types of discrete inputs from the fire
extinguishing bottle. These inputs are used for:
- monitoring the pressure of the fire bottle (pressure switch),
- monitoring the squib of the fire bottle (squibs A and B).
The FDU receives a discrete signal (in each channel) from the TEST
P/B on the APU FIRE panel that is used to test the fire protection
system. The FDU receives a discrete signal from the APU FIRE P/B.
This signal is used when the APU FIRE P/B is released out for
illumination of the SQUIB light on the AGENT P/B. The FDU
receives a discrete signal from the pin-programming. It is used to
identify the FDU (engines or APU). The FDU receives a discrete
signal from the CMC for the maintenance test (BITE test).
AFECU DISCRETE INPUTS
The AFECU receives two types of discrete inputs from the fire
extinguishing bottle. These inputs are used for:
- monitoring the pressure of the fire bottle (pressure switch),
- monitoring the squib of the fire bottle (squibs A and B).
The AFECU receives the signal FIRE A and FIRE B from the FDU.
These signals are used to activate the automatic fire extinguishing
sequence on ground. The AFECU receives a discrete signal from the
TEST P/B on the APU FIRE panel to inhibit an AFECU test (BITE
test). The AFECU receives a flight/ground signal discrete input. This
input comes from LGCIU 1 and is used for activation of the
extinguishing sequence. The AFECU receives a signal from the
RESET P/B and is used to reset the AFECU after an APU fire. The
AFECU receives a discrete signal from the APU FIRE P/B or the
APU SHUT OFF P/B or the APU EMERG SHUT DOWN P/B used
to cancel the external horn. The AFECU receives a discrete signal
from the CMC for the maintenance test (BITE test).
ANALOG INPUTS
The FDU receives analog inputs from the detectors of the APU (loops
A and B). Each channel receives and continuously analyzes the two
signals from the detection loop (fire or fault).
FDU DISCRETE OUTPUTS
The FDU sends discrete outputs to the:
- DISCH lamp of the AGENT P/B,
- SQUIB lamp of the AGENT P/B.
The FDU channels A and B discrete outputs (FIRE A and FIRE B)
are sent to:
- the APU FIRE P/B on the overhead panel,
- the FWCs,
- the LOOP A FAULT signal is sent by channel A to the FWCs.
- the LOOP B FAULT signal is sent by channel B to the FWCs.
AFECU DISCRETE OUTPUTS
The AFECU sends discrete outputs to:
- the APU FIRE light on the external power control panel,
- the external horn,
- the fuel fire shut-off valve,
- the CMC.
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DIGITAL OUTPUTS
The FDU sends digital outputs via an ARINC 429 bus to the CMC
for maintenance purposes.
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SYSTEM INTERFACES - GENERAL ... DIGITAL OUTPUTS
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CABIN & LAVATORIES FIRE PROTECTION D/O (3)
DESCRIPTION
Lavatory smoke detection is provided by ambient smoke detectors
installed in each lavatory ceiling in the air outlet cavity. Video Control
Center (VCC) smoke detection is provided by 2 smoke detectors installed
on the air extraction duct above the L1 Passenger/Crew door 1. Flight
Crew Rest Compartment (FCRC) smoke detection is provided by 1
ambient smoke detector. The In-Flight Entertainment Center (IFEC)
smoke detection is provided by 2 smoke detectors installed on the IFEC
air extraction duct. Lower Deck-Mobile Crew Rest (LD-MCR) smoke
detection is provided by 4, 5 or 6 smoke detectors, depending on the
LD-MCR type. These smoke detectors are connected to the Crew Rest
Smoke Detection control unit (CRSD). A staircase housing smoke
detection is also provided by 1 ambient smoke detector. The smoke
detectors are connected to the Smoke Detection Control Unit (SDCU)
which continuously monitors their condition. The monitoring of the
LD-MCR some detectors is ensured by the CRSD which transmits smoke
alarm signal to the SDCU. The SDCU generates SMOKE warnings or,
in case of detector failure, generates FAULT warnings. A fire extinguisher
bottle is installed in each lavatory. Portable fire extinguishers are installed
in the cockpit and the cabin.
700)
CABIN & LAVATORIES FIRE PROTECTION D/O (3) Aug 31, 2009
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DESCRIPTION
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DESCRIPTION (continued)
SDCU
The SDCU monitors and processes the smoke detector signals for the
avionics compartment, lower deck cargo compartments (FWD, AFT,
BULK), VCC, IFEC, lavatories and auxiliary areas (i.e. FCRC,
LD-MCR Staircase Housing, ...) smoke detection systems.
The SDCU has two independent channels for redundancy. It can
operate with only one channel operative without any system
degradation or function loss.
Each channel has:
- a power supply of 28 V DC and a control circuit to supply the SDCU
components and the smoke detectors. The ESSential Bus supplies
channel 1 and the NORMAL BUS supplies channel 2,
- a microprocessor,
- devices to monitor, send and retrieve data from the other channel,
- bus interfaces to the smoke detectors,
- discrete inputs and outputs that have interfaces with the cockpit and
subsystem components,
- a pin-programming function to give the applicable aircraft
configuration,
- BITE hardware and software,
- discrete inputs for channel reset from the reset panels 261 VU and
262 VU.
When the SDCU receives a smoke signal from the smoke detector(s),
it supplies the corresponding smoke warning signal to:
- the Flight Warning Computer (FWC) which generates warnings and
indications in the cockpit,
- the Cabin Intercommunication Data System (CIDS) which generates
warnings and indications in the cabin.
When the SDCU receives a FAULT signal from the smoke detector(s),
it supplies a FAULT signal to:
- the Flight Warning Computer (FWC),
- the Centralized Maintenance Computer (CMC),
- the Cabin Intercommunication Data System (CIDS), in order to show
the location of the defective smoke detector on the Flight Attendant
Panel (FAP).
NOTE: Note that for lavatory fire extinguishing, a cabin portable
fire extinguisher must be used.
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DESCRIPTION - SDCU
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DESCRIPTION - SDCU
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DETECTOR
The smoke detectors are photo-electric smoke detector cells based on
the scattered light principle.
Each detector includes:
- a light source which is an infra red emitting diode,
- a labyrinth and a light stop,
- a photocell light receiver.
In normal condition, the photocell cannot receive any light from the
light source because of the light stop. However when smoke particles
enter into the detector, part of the light beam is reflected and scattered
to reach the photocell.
When the photocell receives this light, it sends an analog signal to the
SDCU.
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DESCRIPTION - DETECTOR
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LAVATORY FIRE EXTINGUISHER BOTTLE
One lavatory fire extinguisher is installed in the waste-bin of each
lavatory.
Each fire extinguisher has:
- a discharge tube with a fusible plug which melts and lets the agent
flow into the waste-bin should a fire occur,
- a pressure gauge installed on the fill port to show if the container is
full or empty after extinguishing.
The lavatory fire extinguisher operates independently of other systems.
It provides automatic extinguishing, when the temperature in the
waste-bin increases to approximately 77 C (170.60 F). This
temperature melts the fusible plug, which causes the agent to flow
into the waste-bin. The fire bottle pressure check consists in checking
that the needle is in the green range on the pressure gauge.
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DESCRIPTION - LAVATORY FIRE EXTINGUISHER BOTTLE
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NORMAL OPERATION
When smoke is detected, the SDCU generates a smoke warning signal
to the FWC and to the CIDS.
In the cockpit, when lavatory smoke is detected, the continuous repetitive
chime sounds, the MASTER WARNing flashes, and a LAVATORY
SMOKE warning message is displayed on the EWD.
In the cabin:
- on the FAP or on the related Additional Attendant Panels (AAP), the
SMOKE LAVatory legend comes on and stays on as long as the detection
is present,
- on the Area Call Panels (ACP), the amber light flashes,
- at each cabin attendant station loudspeaker, the chime is heard,
- on all Attendant Indication Panels (AIP), the SMOKE LAVatory
indications and the red LED come on.
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NORMAL OPERATION
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CARGO FIRE PROTECTION D/O (3)
CARGO FIRE PROTECTION DESCRIPTION
The cargo fire protection is done by:
- the Smoke Detection Control Unit (SDCU),
- the smoke detectors,
- the fire extinguisher bottles.
SDCU DESCRIPTION
The SDCU monitors and processes the smoke detector signals for the
avionics compartment, the Lower Deck Cargo Compartment (LDCC),
lavatory and auxiliary area smoke detection systems. The SDCU is
installed in the avionics compartment. It has two independent channels
for redundancy. It can operate on one channel only without system
degradation or function loss. Each channel has:
- a power supply of 28V DC and a control circuit to supply the SDCU
components and the smoke detectors (the ESSential Bus for the
channel 1 and the NORMAL BUS for the channel 2.)
- A microprocessor,
- devices to monitor, send and retrieve data from the other channel,
- bus interfaces with the smoke detectors,
- a pin-programming function to give the applicable A/C configuration,
- BITE hardware and software,
- common discrete inputs and outputs that have interfaces with the
cockpit and subsystem components.
Each SDCU channel monitors the status of the LDCC smoke detectors
by means of the loops (A and B).
For each loop, the SDCU supplies the smoke detectors with a
controlled voltage through a two-wire safety-bus system.. In normal
conditions, the SDCU receives the smoke signals from all pairs of
detectors. The signal is a variable voltage which indicates the normal,
smoke or fault condition. When the SDCU receives a warning signal
from only one detector, it does a test of the related second detector:
- If the related detector operates correctly the smoke signal from the
first detector is ignored.
- If the related detector does not operate correctly the SDCU sends
the smoke signal to the A/C warning system.
The SDCU:
- continuously monitors the pressure of the fire extinguisher bottles
1 and 2,
- transfers the discharge signal of the fire extinguisher bottles to the
CARGO SMOKE control panel in the cockpit,
- receives the agent release signals from bottle 2 Flow Metering System
(FMS) pressure switch.
- monitors the continuity of the squibs. If the SDCU finds a failure in
a squib, it will send a signal to CMC.
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CARGO FIRE PROTECTION DESCRIPTION - SDCU DESCRIPTION
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CARGO FIRE PROTECTION DESCRIPTION (continued)
DETECTOR DESCRIPTION
The smoke detectors are photo-electric smoke detector cells based on
the principle of reverse scattered light. Each detector includes a light
source, a labyrinth and a photocell arranged in a horizontal plane so
that the photocell cannot receive light. But when there is smoke, the
smoke particles reflect and diffuse part of the light beam. The photocell
receives this light and sends an analog signal to the SDCU.
The smoke detector has two chambers:
- the reference chamber,
- the measurement chamber.
The reference chamber manages the differential pressure and the
temperature differences and makes sure that the detectors operate on
ground and in flight with the same level of sensitivity. The
measurement chamber compares the analog voltage of the sensor with
the different levels of the threshold (fault, normal and smoke).
The smoke detector is equipped with a built in heating device to
decrease the relative humidity by increasing the temperature inside
the smoke detector. The presence of water vapor condensation and
haze within an optical chamber has the similar effect as smoke on the
measurement chamber. By heating the smoke detector this device
minimizes the possibility of false smoke warning.
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CARGO FIRE PROTECTION DESCRIPTION - DETECTOR DESCRIPTION
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CARGO FIRE PROTECTION DESCRIPTION - DETECTOR DESCRIPTION
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CARGO SMOKE DETECTION
Each cargo compartment has cavities:
- 2 cavities in the FWD cargo compartment,
- 2 cavities in the AFT cargo compartment,
- 1 cavity in the BULK cargo compartment,
and each cavity holds 2 smoke detectors and a fire extinguishing
nozzle.
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CARGO FIRE PROTECTION DESCRIPTION - CARGO SMOKE DETECTION
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FIRE EXTINGUISHER BOTTLE DESCRIPTION
Two fire extinguisher bottles are installed in the FWD cargo
compartment. The bottles contain the fire-extinguishing agent, halon
1301. The bottles are made of stainless steel and are hermetically
sealed.
Each bottle has:
- a pressure switch which sends a signal to the SDCU if the pressure
is insufficient (due to a discharge or a leak problem),
- a fill-safety valve which has two functions: it lets the bottle be filled
and lets the agent flow into the FWD cargo compartment if the
pressure in the bottle increases to a dangerous level,
- two discharge heads, sealed with metal diaphragms and connected
to the distribution pipes.
Each discharge head has:
- a filter,
- an electrically operated cartridge.
The filter protects the cartridge and the diaphragm from larger
unwanted particles. Each cartridge has two squibs (squib A and squib
B) powered by 2 different supplies (HOT BUS and DC BUS). When
any of the two squibs is electrically powered, the cartridge explodes,
ruptures the metal diaphragm in the discharge outlet enabling the
agent to flow through the discharge head to the distribution pipes.
700)
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CARGO FIRE PROTECTION DESCRIPTION - FIRE EXTINGUISHER BOTTLE DESCRIPTION
700)
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FMS DESCRIPTION
A flow metering system is installed on the discharge outlets of bottle
2. It makes sure that a constant flow is maintained for 240 minutes.
The FMS is composed of a check valve, a halon filter, a restrictor, a
pressure reducer and a pressure switch. The discharge pressure switch
sends a signal to the SDCU when a flow of the bottle agent is detected
in the flow metering system.
700)
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CARGO FIRE PROTECTION DESCRIPTION - FMS DESCRIPTION
700)
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SYSTEM OPERATION IN CASE OF CARGO SMOKE
A normal or an abnormal case of cargo smoke detection can occur. We
are going to describe the system operation in these two cases.
NORMAL OPERATION IN CASE OF FWD CARGO
SMOKE
A smoke condition appears when a pair of smoke detectors in the
cargo compartment detects smoke. The variable voltage in the smoke
detector increases to more than the smoke threshold for more than 5
seconds, the SDCU generates a smoke warning signal to the Flight
Warning Computer (FWC) and to the Ventilation Controller (VC).
When cargo smoke is detected, the continuous repetitive chime sounds,
the MASTER WARNing flashes, a warning message is displayed on
the Engine/Warning Display (EWD) and the corresponding SMOKE
light on the CARGO SMOKE panel comes on. The optional FWD
cargo compartment isolation valves are automatically closed and the
corresponding ISOLation VALVES FAULT light on the CARGO
AIR CONDitioning panel comes on. When the optional FWD
ISOLation VALVES P/B is set to OFF, the isolation valves closure
is confirmed.
When the FWD AGENT P/B is pressed, the extinguisher agent from
bottle 1 flows directly to the cargo compartment. The agent is released
in approximately 1 minute. The extinguishing agent from bottle 2
flows through the FMS. The agent is released in approximately 240
minutes. When the agent has been released, the pressure switch on
the bottle sends a signal to the SDCU.
The BTL1 light on the DISCH indicator comes on first, as pressure
in bottle 1 quickly decreases (after approximately 1 minute). The BTL
2 light on the DISCH indicator comes on when the pressure in bottle
2 has reduced sufficiently.
700)
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SYSTEM OPERATION IN CASE OF CARGO SMOKE - NORMAL OPERATION IN CASE OF FWD CARGO SMOKE
700)
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SYSTEM OPERATION IN CASE OF CARGO SMOKE
(continued)
ABNORMAL OPERATION IN CASE OF FWD CARGO
SMOKE
If a bottle does not discharge correctly, the SDCU will not receive,
within 2 minutes, the bottle or FMS pressure switch information and
will trigger a "ForWarD (AFT) CaRGo BoTtLe1(2) FAULT" ECAM
warning message. The same ECAM message will be displayed on the
EWD, if the SDCU finds a failure in both squibs of a bottle. A
"ForWarD (AFT/BULK) CaRGo DETection FAULT" warning
message will be displayed on the EWD when the SDCU detects a
failure of a pair of smoke detectors (voltage decrease in the smoke
detector less than the fault threshold for more than 5 seconds). A
"DETection FAULT" warning message will be displayed on the EWD
if both SDCU channels fail and/or both loop fail and/or all smoke
detectors are lost.
700)
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SYSTEM OPERATION IN CASE OF CARGO SMOKE - ABNORMAL OPERATION IN CASE OF FWD CARGO SMOKE
700)
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AVIONICS SMOKE DETECTION D/O (3)
AVIONICS SMOKE
This module identifies the avionics smoke warnings and describes the
sub steps of the procedure.
When smoke is detected, the MASTER WARNing comes on, the
Continuous Repetitive Chime (CRC) sounds, the SMOKE and FAULT
lights on the VENTILATION panel come on.
The actions to be performed appear on the EWD.
If smoke is confirmed, use the oxygen mask and establish crew
communication.
Stop the cabin fans to prevent smoke entering the cockpit and cabin by
setting the CAB FANS P/B to OFF.
The extract fan of the avionics ventilation system must be set to
OVeRriDe position, to evacuate the smoke overboard.
When the EXTRACT P/B is set to OVeRriDe, the air is extracted through
the overboard valve which is partially open.
The COMMERCIAL P/B is set to OFF to isolate commercial loads
including galleys. Land as soon as possible and if required apply the
smoke procedure.
In case of avioncs smoke on ground, the aircraft must be de-energized.
The procedure to be applied is as follows:
- set all the thrust levers to IDLE,
- set the PARKing BreaK to ON ,
- advise the ground crew and notify the situation to the Air Traffic Control
(ATC),
- set all the ENGine MASTER switches to OFF,
- set the ADIRS Mode rotary selectors to OFF,
- set the APU BLEED P/B to OFF,
- set the APU MASTER switch to OFF,
- set the APU GENenerator P/B to OFF,
- set the EXTernal PoWeR P/Bs to OFF,
- set BATtery P/Bs to OFF.
700)
AVIONICS SMOKE DETECTION D/O (3) Aug 31, 2009
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AVIONICS SMOKE
700)
AVIONICS SMOKE DETECTION D/O (3) Aug 31, 2009
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE G9409341
SEPTEMBER 2009
PRINTED IN FRANCE
AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED
AN EADS COMPANY

26 Fire Protection

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A330

TECHNICAL TRAINING MANUAL

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